JPH04201677A - Device for detecting train occupied line - Google Patents

Abstract

PURPOSE:To ensure the generation of an alarm for all incoming trains in a plurality of track divisions by detecting a train existing on a track between alarm control divisions, when the count value of a start point counter is larger than the counter value of a terminal point counter, and then outputting an alarm issue condition. CONSTITUTION:A start point A is an alarm start point, and the ingress of a train is detected by a closed circuit type start point crossing control element 1. The information of the detection is inputted to a start point counter 2, every time the ingress is detected. The start point counter 2 sends a start point count value alpha to a comparison circuit 3. On the other hand, a terminal point B is an alarm terminal point and an open circuit type terminal point crossing control element 4 detects an outgoing train. This information of the detection is inputted to a terminal point counter, every time the outgoing train is detected. The terminal point counter 5 sends a terminal point count value alpha to the comparison circuit 3. This comparison circuit 3 makes a comparison between the start point count value alpha of the start point counter 2 and the terminal point count value beta of the terminal point counter 5.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Application of the Invention) The present invention relates to an improvement in a train presence detection device used in a level crossing warning device or the like in single-track and double-track track sections.

(Background of the invention) A level crossing warning device issues a warning by sound, light, etc. when a train reaches a fixed point in front of a level crossing. This is a warning that the road is approaching a level crossing.

FIG. 7(a) is a diagram showing the configuration of a conventional level crossing warning device for a double-track track section, together with signal safety equipment (blocking device).

In a double-track section, the train driving direction on each track is determined, and the train driving direction that the level crossing warning device should detect is also automatically determined, so there is no need for the device to have a function to detect the train driving direction.

Control section where the head of train X is starting point A (hereinafter referred to as starting point A)
When this point is reached, a warning for level crossing F is started, and when the rear end of train X passes through the control section of terminal point B (hereinafter referred to as terminal point B), the warning ends.

In other words, this control system is configured so that when a train enters between starting point A and ending point B and the train is on the line in this section, the condition of ``Train present J'' is maintained and the warning is maintained. It is something that

A control circuit of a conventional level crossing warning device applied to a double track section is shown in FIG. 7(b). The circuit includes a starting point A level crossing control relay (closed line type) AR1, a terminal point A level crossing control relay (closed line type) BR1, a train approach detection relay ASR, and
Consists of alarm activation relay R. The operation of this level crossing control circuit is shown in FIG. 7(c).

The distance L between the starting point A and the ending point B (hereinafter referred to as the alarm control section or alarm control section length) is set so that the legally required alarm duration (hereinafter referred to as alarm hours and minutes) is 25 seconds or more.
It is set based on the maximum train operating speed in that section.

FIG. 8(a) is a diagram showing the configuration of a conventional level crossing warning device for a single track section.

In the case of a single track section, proceed on the same track from both directions (
In order to control the alarm for the up train , downhill starting point Ad and ending point B near the level crossing F
Even if the progress of the train is captured at the downhill starting point Ad for an upbound train in the direction of Au-IB, and at the uphill starting point Au for a downbound train in the direction of Ad-B, the alarm will not be activated. There is a need to.

Therefore, as shown in FIG. 8(b), the level crossing control circuit for the single track section is as follows: Level crossing control relay (closed circuit type) at the uphill starting point Au AuR1 Level crossing control relay (closed circuit type) at the ending point B
BH3 downhill starting point Ad level crossing controller relay (closed circuit type)
AdR1 Train direction detection relay B5R1 Alarm activation relay R1 Train detection relay SR1 and auxiliary relay (# operation)
The alarm is stopped when the train passes the terminal point B, but the condition of the train is maintained in the control circuit, and the train is configured to pass the up starting point Au or the down starting point Ad in the opposite direction. When the train progresses, the condition of the train being on the track will be canceled.
A slightly more complex one is used. The operation of this level crossing control circuit is shown in FIG. 8(C).

On the other hand, in order to ensure the safety of train operation, there are
Signal security equipment (blocking device) is also installed. The blocking device divides the track section at fixed distance intervals, as shown in FIG. 7(a) and FIG. 9, which is a diagram illustrating both the level crossing control section and the blocking section, and usually the section M (hereinafter referred to as blocked section or blocked section length), one train is allowed on the track,
By using signals s, s', s'', etc. to prevent subsequent trains from entering that section, a constant train spacing can be maintained. This is determined by parameters such as the minimum interval between trains and the maximum train speed, and in reality, train braking distance and signal line-of-sight distance are also taken into account, and the distance between stations is usually 600 m or more on average. be done.

The configuration of these two systems ensures the safety of train operation.

Generally, there are various patterns when a railroad crossing warning device and a signal safety equipment (obstruction device) coexist, but the two typical cases are as follows.

■ The alarm control section length is shorter than the signal blockage section length M (,
When the alarm control section is completely included in the blockage section M (
(shown in Figure 7<a)).

In this case, since only one train enters the warning control section of the level crossing F as well as the signal blockage section M, the train itself must maintain and resolve the "train present" condition. Since it can be processed, there is no particular problem in the operation of the level crossing warning device.

(2) When one of the boundaries of the signal blockage section M is included in the middle part of the warning control section of the level crossing F (as shown in FIG. 9).

In this case, the principle of one train in one signal blockage section M is followed, but in the scope of the warning control section of level crossing F, as shown in Figure 9(a), two trains X 1.
There is a possibility that a case may occur in which the X2 is located within one warning control section of the level crossing warning.

In this case, the "train present" condition that occurs when trains X 1' and Even if multiple trains are approaching, it is simply determined that there are trains. Therefore, when the last part of the first train X1 of multiple trains passes the terminal point B,
Including the condition of "there is a train" created by train x2 and after, "
The condition of ``There is a train present'' disappears, and the level crossing warning ends. This means that there will be no warning for continuing train X and subsequent trains.

In the conventional alarm control circuit shown in Fig. 7(b) and Fig. 8(b,), no alarm is given for the continuing train as in case ① above, when the starting point A, Au, The train detected at Ad is held by the relay logic, but the train detected at the terminal point B
This is because there is no function to hold the next train arrival condition until the last part of the train passes and the hold is released, and if two or more trains are entering one alarm control section. However, once the first train X1 passes the terminal point B, the memory of "train present" is erased even if there is a following train that has already entered the warning control section.

As a means of resolving such inconveniences, the 9th
A countermeasure has been taken by adding a starting point as shown in the figure.

For convenience, this will be explained in terms of double track sections.

If the boundary of the signal blockage section M is within the warning control section of the level crossing F, a second starting point P is added near the boundary of the blockage section M, as shown in Figure 9 (a). This will help solve the problem. In this case, while train X is in the signal blockage section M, train X2 cannot reach the second starting point P, so train
Even if the alarm is once stopped by deleting the condition "Train present", train x3 cannot proceed inward of signal S until train 4X escapes from the blocked section M. In this case, the level crossing warning is temporarily stopped, but if the train X moves inward of the signal S and reaches the second starting point P, it is possible to restart the warning.

At this time, since the signal display of signal S is yellow or yellow-yellow, the speed at which train x8 enters the blocked section M is less than 25~45/h, and the level crossing warning is started from this position. 1, sufficient time is secured for train x2 to reach level crossing F, and there is no shortage of warning time. Furthermore, there are no other trains in this blocked section M. Since it does not exist, this alarm will not be extinguished by the departure of train x, J'l.

If the boundary of yet another blocked section M' is included, three trains x1 to x3 can be accommodated by adding a third starting point Q as shown in Figure 9(b). .

In the past, there were few cars and many level crossings did not have alarms or barriers, but with the significant increase in road traffic, in recent years almost all level crossings have been equipped with alarms and barriers. As a result, opportunities to use level crossing controllers are increasing accordingly. In addition, if a second starting point P is provided and the boundary of the closed section M' is located 100 m or more from the level crossing, a third starting point Q may be installed or a If there is a level crossing on the other side, and the distance between the second starting point and the on-site traffic signal is 80m or more, install a third starting point at a predetermined position (not shown) or close the area with poor visibility. In recent years, opportunities to use level crossing controllers have been increasing in order to strengthen safety measures, such as installing a third starting point (not shown) even at 100+i or less for safety.

The level crossing controllers that have been put into practical use to date are transmitting/receiving type (
There are five types of H type (type) level crossing controllers in the frequency band of 8.5 to 9.5 kHz, and two types of voltage feedback type (type 3) level crossing controllers with frequencies of 14 kHz and 20 kHz. These can be installed close to each other if they have different frequencies. However, as described above, if many level crossing controllers are installed to prevent one train from continuing, problems may arise in the combination of their frequencies.

In particular, those with the same frequency avoid mutual interference.
In order to achieve this, it is necessary to isolate them from each other by several hundred meters or more, and when adding new level crossing controllers, check the level crossing controllers of other nearby level crossings that have already been installed and check the level crossing controllers. It is necessary to select the child frequency, and in some cases, it may not be possible to select an additional level crossing controller.

Furthermore, when a large number of starting points are included, the control circuit becomes complex, especially in the case of a single track section.

Furthermore, adding an H-type level crossing controller ♀ requires about 10 times the cost of a 3-type level crossing controller.

In addition, when H-type level crossing controllers and 3-type level crossing controllers are installed close to each other, the effects of high-frequency mutual interference caused by the formation of semiconductor coatings such as rust on the rail surface become an important issue. Therefore, in addition to newly installed level crossing controllers, it is also necessary to monitor the operating status of the level crossing controllers already installed in the vicinity before and after the newly installed level crossing controller for a certain period of time to confirm that there are no operational problems.

Furthermore, if the signal equipment fails, so-called non-blockage operation is carried out, but in such a case, the train operation status becomes even more complicated, and there may be cases where two or more trains are running within one signal blockage section. Therefore, if the lead train cancels the level crossing warning condition at the terminal point, the number of trains that will be affected by the level crossing warning becoming non-warning will further increase.

Therefore, even under various relationships with signal safety equipment, it is possible to completely respond to all train arrival situations at all times without having to add level crossing controllers to prevent trains from continuing.
There were high expectations for the development of a reliable train presence detection device.

(Object of the Invention) A first object of the present invention is to provide a train presence detection device that can reliably issue a warning to all incoming trains in a double-track track section.

A second object of the present invention is to provide a train presence detection device that can reliably issue a warning to all incoming trains in a single-track track section.

(Features of the invention) In order to achieve the above object, the present invention as set forth in claim 1 includes:
a starting point counter that counts train capture signals detected at the starting point of the alarm control section; a terminal point counter that counts the train capture signals detected at the end point of the alarm control section; and the starting point counter. It is equipped with a comparison circuit that compares the count value with the count value of the end point counter, and an output circuit that outputs alarm control conditions to the alarm based on the comparison result of the comparison circuit. When the value is greater than the count value of the end point counter, the presence of a train in the alarm control section is detected and the alarm condition is output to the alarm, and the count value of the start point counter is equal to the count value of the end point counter. The system is characterized in that it detects the advance of a train from an alarm control section and outputs an alarm stop condition to the alarm.

The present invention according to claim 2 also provides an upstream starting point counter that counts the train acquisition signal detected at the upstream starting point of the upstream warning control section, and a train acquisition point counter that counts the train acquisition signal detected at the common terminal point of the upstream and downstream warning control sections. a terminal point counter that counts train capture signals detected at the downbound start point of the downbound warning control section; a downbound start point counter that counts the train capture signals detected at the downbound start point of the downbound warning control section; and the upbound start point counter and downbound start point counter. It is equipped with a comparison circuit that compares each count value with the count value of the end point counter, and an output circuit that outputs alarm control conditions to the alarm based on the comparison result of the comparison circuit. When the count value is greater than the count value of the end point counter, the presence of an up train in the up alarm control section is detected and the alarm condition is output to the alarm, and the count value of the down start point counter is greater than the count value of the end point counter. When the count value of the upstream start point counter is equal to the count value of the destination point counter, and the count value of the destination point counter is When the count value of the downbound end point counter is greater than the count value of the downbound end point counter, the advance of the upbound train from the upbound warning control section is detected and an alarm stop condition is output to the alarm, and the count value of the downbound start point counter and the count value of the end point counter are equally,
The present invention is characterized in that when the count value of the end point counter is greater than the count value of the uplink start point counter, the advancement of the downbound train from the downlink alarm control section is detected and an alarm stop condition is output to the alarm.

(Embodiment of the Invention) FIG. 1 is a diagram showing an embodiment of a train presence detection device when the present invention is applied to a double track section.

The train presence detection device shown in Fig. 1 uses a so-called check-in/check-out method, in which the trains detected at the starting point A and the ending point B are counted and compared using an electronic or relay-type counting circuit. The number of incoming trains captured at terminal point B and the number of outgoing trains captured at terminal point B are counted and compared, and the warning is maintained until these two counts match.

As shown in Fig. 1, the starting point A is the alarm start (check-in) point, and the approaching train is detected by the closed circuit type starting point level crossing controller 1 installed in this control section, and this information is transmitted to the train. It is input to the starting point counter 2 each time the approach of the starting point is captured. The starting point counter 2 sends the starting point count value α to the comparison circuit 3.

On the other hand, terminal point B is an alarm termination (checkout) point, and the closed circuit type terminal point level crossing controller 4 installed in this control section detects the advance of the train, and this information is used every time the advance of the train is detected. It is input to the end point counter 5. The end point counter 5 sends the end point count value β to the comparison circuit 3.

The comparison circuit 3 compares the starting point count aa of the starting point counter 2 and the ending point count value β of the ending point counter 5.

■ Starting point count value a> Ending point count value β → There is a train within the alarm control section (level crossing warning issued) ■ Starting point count value α = Ending point count value β - There is no train within the alarm control section, level crossing warning (stop and count values α, β reset) ■ Start point count value α <end point count value β – equipment failure (-system failure alarm = level crossing alarm continuation) Output the conditions to control the issuing and stopping of the alarm. It is output to an alarm device (not shown) via the circuit 6.

FIG. 2 is a circuit diagram showing the train presence detection device shown in FIG. 1 in more detail.

In the starting point level crossing controller 1, which uses a closed circuit type relay that is always activated when no train arrives, when the train passes the starting point A, the starting point level crossing controller relay AR is restored. The starting point counter 2 performs counting.

On the other hand, in the end point level crossing controller 4, which uses a closed circuit type relay that is always restored when no train arrives,
When the train passes the terminal point B, the terminal point level crossing controller relay BR operates, and the terminal point counter 5 performs counting. The comparison circuit 3 compares the starting point count value α of the starting point counter 2 and the ending point count value β of the ending point counter 5, and compares the starting point counting value α of the starting point counter 2 with the ending point count value α of the ending point counter 5. Only when the end point count value β matches, positive power is supplied to the tracking relay T to operate the tracking relay T,
Further, when the starting point count value α of the starting point counter 2 and the ending point counting value β of the ending point counter 5 do not match, the tracking relay T is not supplied with positive power and the tracking relay T is restored. , while the train is in the alarm control section, the tracking relay T, which is always operating, is restored, the alarm control relay R', which is always operating, is restored, and the alarm issuing conditions are sent to the alarm.

In addition, when the last train is about to advance from the alarm control section, the terminal level crossing controller relay BR of terminal point B is operating while the train is passing terminal point B, so starting point counter 2 Even if the tracking relay T is activated again because the starting point count value α of the starting point count value α and the ending point count value β of the ending point counter 5 match, the tail end of the train completely passes the ending point B and the ending point is not reached. The alarm control relay R does not operate again until the level crossing controller relay BR is restored, and the alarm condition is maintained.

FIG. 3 is a diagram showing the operation state transition of the train presence detection device shown in FIG. 1.

Figure 3(a) shows a state in which one train Since the controller l captures the passing of the train x1 and inputs the train capture signal to the starting point counter 2, the starting point count value α of the starting point counter 2 becomes "1". , this starting point count value a is sent to the comparison circuit 3, and the comparison circuit 3 compares the starting point count value α of the starting point counter 2 with the ending point count value β of the ending point counter 5.

In this case, the starting point count value α of the starting point counter 2 is “1”.
”, and the end point count value β of the end point counter 5 is rO
J, the starting point count value a>end point count value β, and an alarm is issued by outputting the alarm issuing condition from the output circuit 6.

Figure 3(b) shows train X that has proceeded to the next blocked section M.
1, train X2 has arrived and has passed through starting point A. In this case as well, the starting point level crossing controller 1 at the starting point A captures the train and inputs a signal to the starting point counter 2, so the starting point count (V
ia becomes "2". On the other hand, one train The 8-power circuit 6 continues to output the alarm condition and the alarm continues.

FIG. 3(c) shows a state in which the train Xl has passed the terminal point B, but the train x2 is still within the warning control section. In this case, the starting point count value a of the starting point counter 2 is "2", and the ending point count value β of the ending point counter 5 indicates that the train X has passed the ending point B. The point railroad crossing controller 4 captures this information, and inputs this information to the end point counter 5, resulting in rlJ. Therefore,
The starting point count (dia > the ending point count β), the output circuit 6 continues to output the alarm condition, and the alarm is maintained.

FIG. 3(d) shows the state immediately after the train x2 has also passed the terminal point B. In this case, the starting point count value α of the starting point counter 2 is “2” if no new train approaches.
", and on the other hand, the terminal point count value β of the terminal point counter 5 is train X.

It also becomes "2" because it has passed the terminal point B.

Therefore, when the starting point count value α=the ending point count value β and the train Xs has completely escaped from the ending point B, the alarm stop condition is output from the output circuit 6 and the alarm is stopped.

Furthermore, as shown in Figure 3(e), train X is at terminal B.
If the next train X newly passes through starting point A while passing through, the starting point level crossing controller 1 of starting point A captures this and inputs a train capture signal to the starting point counter 2. Therefore, even if the starting point count value α of the starting point counter 2 becomes "3" and the train x3 passes the terminal point B and advances from the alarm control section, the alarm is maintained.

When the start point count value α of the start point counter 2 and the end point count value β of the end point counter match in comparison in the comparator circuit 3, the alarm is stopped and the end point count value β is
0'' to prepare for the arrival of the next train.

FIG. 4 is a diagram showing an embodiment of a train presence detection device when the present invention is applied to a single track section.

As shown in FIG. 4, the uphill starting point Au is a warning start (check-in) point for the upgoing train The advance of the train is captured, and a train capture signal is input to the upstream starting point counter 12 every time the train approach ratio is reached.

The up start point counter 12 sends out the up start point count value γ to the comparison circuit 13 .

The downhill starting point Ad is a warning start (check-in) point for the downbound train Y, and the downhill starting point level crossing controller 14 installed in this control section detects the approach of the downbound train Y or the advance of the upbound train A train capture signal is input to the downhill starting point counter 15 each time the ratio is reached. The downward starting point counter l5 sends the downward starting point count value δ to the comparison circuit 13.

On the other hand, the terminal point B provided near the level crossing F is an alarm termination (checkout) point, and the terminal point level crossing controller 16 installed in this control section detects the advance of the upbound train X or downbound train Y. , a train capture signal is input to the terminal point counter 17 each time a train advances. The end point counter 17 sends the end point count value β to the comparison circuit 13.

The comparison circuit 13 compares the up start point count value γ of the up start point counter 12, the down start point count value δ of the down start point counter 15, and the end point count value β of the end point counter 17, ■ Upward starting point count value γ or downhill starting point count value δ > Ending point count value β - Train is in alarm control section L1 or L3 (warning issued) ■ Upward starting point count value γ or downhill starting point count value δ: End point count value β - Alarm stop due to no train in alarm control section L1 or L2) ■ Upward start point count value γ and downhill start point count value δ <End point count value β - Equipment failure (system failure notification; alarm issued)・Continue) ■ Upward start point count value γ = Final end point count value β Up and down start point count value δ - Total count value γ, β, δ Reset to output the conditions for controlling the issuing and stopping of the alarm. 18 to an alarm device (not shown).

FIG. 5 is a circuit diagram showing the train presence detection device shown in FIG. 4 in more detail.

The up starting point level crossing controller 11 uses a closed circuit type relay that is always activated when no train arrives. is restored, and as a result, the train capture signal a of the AND circuit 2o connected to the upstream starting point counter 2 via the buffer circuit 19 becomes 1, and the upstream starting point counter 2 performs counting.

Similarly, in the downhill starting point level crossing controller 14, which uses a closed circuit relay that is always in operation when no train arrives,
When a down train or an up train passes the down starting point Ad, the down starting point level crossing controller relay AdR is restored, and this causes the train capture signal C of the AND circuit 22 to be connected to the down starting point counter 15 via the buffer circuit 21. becomes 1, and the downward starting point counter 15 performs counting.

In addition, in the terminal point level crossing controller 16 in which a KEPCO road-type relay is used, which is always restored when a train does not arrive, the terminal point level crossing controller relay BR is used when an up train or a down train passes through the terminal point B. operates, and as a result, buffer circuit 2
AND circuit 24 connected to the end point counter 17 through 3
The train capture signal becomes 1, and the terminal point counter 17 performs counting.

Comparison circuit 13 x is the upward starting point count value γ of the upward starting point counter 12 and the ending point count value β of the ending point counter 17
Comparison circuit 13. y compares the downward starting point count value δ of the downward starting point counter 15 and the final point count value β of the final point counter 17, and calculates the upward starting point count value γ of the upward starting point counter 12 or the downward starting point count value γ counter 1”5
When the downward starting point count value δ is larger than the end point count value β of the end point counter 17, the output of the inverter 25 or inverter 26 becomes O, and the output of the AND circuit 27 or 28 connected thereto becomes O. Then, the down tracking relay TD or the up tracking relay TU (both are always operating) are restored, the alarm activation relay R is restored, and the alarm issuing condition is output to the alarm.

In addition, the upward starting point count value γ of the upward starting point counter 12
Or the downward starting point count value δ of the downward starting point counter 15
When the end point count value β of the end point counter 17 coincides with the end point count value β, the down tracking relay TD or the up tracking relay TU is operated respectively, and accordingly, the alarm activation relay R is operated to set the alarm stop condition to the alarm alarm. Output to.

Note that when a train is about to advance from the alarm control section LI or Lg, the terminal point level crossing controller relay BR of the terminal point B is operating while the train is passing through the terminal point B. Therefore, the uphill starting point counter 12 When the upstream starting point count γ or the downstream starting point count δ of the downstream starting point counter 15 matches the final point count β of the final point counter 17, the downstream tracking relay TD or the upstream tracking relay TLI is activated. Even if it operates, the alarm activation relay R cannot operate until the tail end of the train has completely passed the terminal point B and the terminal point level crossing controller relay BR has been restored, and the train has completely advanced from the terminal point B. The warning will remain in effect until.

As a result of the above operation, as in the case of the double-track section described above, the number of upstream starting point counters 12 or downhill starting points is increased by the number of trains that have entered the alarm control section L+ or L2 from the uphill starting point Au or downhill starting point Ad. The alarm condition can be controlled so that the alarm is maintained until the number of trains counted by the terminal counter 15 is counted by the terminal counter 15, and the number of trains is counted by the terminal counter 17 as those trains advance from the terminal point B. .

When the up train
, β, and δ are equal, the AND circuit 30 outputs a reset signal, and all three counters 12, 15, and 17 are reset and return to their original states.

If the final point level crossing controller 16 at the final point B is activated for some reason, either the up starting point count value γ of the up starting point counter 12 or the down starting point counted value δ of the down starting point counter 15 The end point count value B of the end point counter 17 becomes larger than , and the output of the NAND circuit 29 becomes O, so that the output of the AND circuit 27.28 becomes O.
Therefore, downlink tracking relay TD and uplink tracking relay T
When U is restored and issues an alarm, AND circuit 20.
22. By invalidating the input of 24, each counter 12,
At 15.17, counting is not performed and the system failure notification is performed by outputting the conditions for continuing the alarm.

FIG. 6 is a diagram showing the operational state transition of the embodiment of the train presence detection device when the present invention is applied to a single track section. 6th
In the figure, the case where an up train arrives will be explained as an example.

FIG. 6(a) shows that when there was no train in the alarm control section L1 and the alarm control section L3 and the train approach detection standby state was in progress, an upstream train X entered the alarm control section L1. It shows the condition. In this case, the upward starting point A
Since the uphill starting point level crossing controller 11 of u has captured the approach of train x1, and the downhill starting point level crossing controller 14 has not captured the approach of the train, a train capture signal is input only to the uphill starting point counter 12. Then, the upstream starting point count value γ of the upstream starting point counter 12 becomes "l". The upstream starting point counter 12 sends this upstream starting point count value γ to the comparison circuit 13x, and also The counter 15 sends "0" to the comparator circuit 13y as the downward starting point count value δ.

The comparison circuit 13x compares the up start point count value γ of the up start point counter 12 with the end point count value β of the end point counter 17, and the comparison circuit 133/ compares the up start point count value γ of the up start point counter 12 with the end point count value β of the end point counter 17. Downward starting point count value δ and end point counter 1
7 and the end point count value β. In this case, the upward starting point count value γ of the upward starting point counter 12 is "1," and the downward starting point count value δ of the downward starting point counter 17 and the final point count value β of the final point counter 17 are "1."0'', therefore, the upstream starting point count value γ>the ending point count value β=the downhill starting point count value δ, and the approach of the upstream train is detected, and the output circuit 1
An alarm is issued by outputting the alarm issuing conditions from 8.

FIG. 6(b) shows a state in which an up train x2 arrives following an up train x1 that has proceeded to the next blocked section M, and has entered the up starting point Au. In this case as well, since the uphill starting point level crossing controller 11 at the uphill starting point Au captures the incoming train and inputs a signal to the uphill starting point counter 12, the uphill starting point count value of the uphill starting point counter 12 γ
becomes "2". On the other hand, train The point count value becomes δ, and the presence of the up train in the alarm control section continues to be detected, and the output circuit 1
8 continues outputting the alarm issuing condition and the alarm continues.

FIG. 6(c) shows a state in which the train X1 has passed the terminal point B, but the train X2 is still within the warning control section. In this case, the uphill starting point count value γ of the uphill starting point counter 12 is r2J, and the ending point count value β of the ending point counter 17 indicates that the train x1 has passed the ending point B. The level crossing controller 16 captures this signal, and inputs this signal to the end point counter 17, thereby setting it to "1". Therefore, the upstream starting point count value γ is still greater than the ending point count value β, and the downward starting point count value δ is still less than the final point count value β, so the output circuit 18 continues to output the alarm issuing condition, and the alarm is not activated. sustained.

FIG. 6(d) shows the state immediately after the train xl has passed the downhill starting point Ad in the upward direction and the train x2 has passed the terminal point B. In this case, the upstream starting point count value γ of the upstream starting point counter 12 is also "2" since there is no new train approaching, and on the other hand, the upstream starting point count value γ of the upstream starting point counter 12 is "2".
The terminal point count value β is "2" because train x2 has also passed the terminal point B, and furthermore, the downhill starting point counter 1
The downward starting point count value δ of No. 5 is "1". Therefore, the up starting point count γ = the ending point counting value β, and the down starting point counting value is less than the ending point counting value β, and the train x2 moves to the ending point B.
When the vehicle has completely escaped, the alarm stop condition is output from the output circuit 18, and the alarm is stopped. However, in this state, each counter 12, 15, 17 is not reset yet, and each count value is held.

Furthermore, as shown in FIG. 6(e), when the train x1 passes the downhill starting point Ad in the uphill direction and the train x2 also passes the downhill starting point Ad, the uphill starting point of the uphill starting point counter 12 is displayed. The point count value γ, the downward start point count value δ of the downward start point counter 15, and the final point count value β of the final point counter 17 all become "2", and the upstream start point count value is determined in the comparator circuit 13x. γ=end point count value β, comparison circuit 13y
When the downward starting point count value δ becomes equal to the end point count value β, a reset signal is output from the AND circuit 30 in FIG. It returns to the train approach detection standby state and prepares for the arrival of the next train.

The above operation state transition is exactly the same for the down train.

That is, in the train presence detection device according to the present invention, the terminal point B is equal to the number of trains that have entered the alarm control section L (or respectively, L) from the starting point A (or up starting point Au, down starting point Ad). The output of the alarm issuing condition is continued until the advance is made. Therefore, no matter how many trains pass through terminal B, as long as there is at least one train within alarm control section L (or LL, L2), the "train present" information will not be deleted. The alarm will never stop.

Furthermore, as is clear from the above explanation, in the train presence detection device according to the present invention, there is no relationship between its operation and the signal blockage section M, so even if unblocked operation is performed, the alarm control section L (Also, ,L2) is memorized, so as long as there is at least one train within the alarm control section L (Also, ,L,), the alarm will not stop or be interrupted. .

In this way, starting point A (or upward starting, 6. A u
.

By the check-in/check-out method, which counts the number of trains captured at the downhill starting point Ad) and ending point B using an electronic circuit, alarm control section L (alternatively, L,
) and the number of trains that have entered the alarm control section L (or...
By comparing the number of trains that advanced from L,),
lAlarms can be issued for all trains even if several trains enter the alarm control section L (or L,), and unblocked operation is possible even in the event of a signal device failure. As long as the train is on the line within the alarm control interval L (or , , L), there will be no alarm, and the alarm can be reliably issued, ensuring the safety of train operation at all times. It is possible to distinguish.

In addition, in the embodiment described above, the count value of the counter is α
It is reset every time = β or γ = 8 = δ, but
If a cycle counter is used as the counter, no reset is required.

(Effect of the invention) As explained above, according to the present invention as set forth in claim 1,
a starting point counter that counts train capture signals detected at the starting point of the alarm control section; a terminal point counter that counts the train capture signals detected at the end point of the alarm control section; and the starting point counter. and a comparison circuit for comparing the count value of the end point counter with the count value of the end point counter, and an output circuit for outputting an alarm control condition to the alarm based on the comparison result of the comparison circuit. When the count value is greater than the count value of the end point counter, the presence of a train in the alarm control section is detected, the alarm condition is output to the alarm, and the count value of the start point counter becomes the count value of the end point counter. Since the advance of a train from the alarm control section is detected at the same time and the alarm stop condition is output to the alarm, it is possible to reliably issue a warning for all incoming trains in the double track section.

Further, according to the present invention as set forth in claim 2, there is provided an uphill starting point counter that counts the train capture signal detected at the uphill starting point of the uphill warning control section, and a common ending point of the uphill and downhill warning control sections. a terminal point counter that counts train capture signals detected at the downbound start point of the downbound warning control section; a downbound start point counter that counts the train capture signals detected at the downbound start point of the downbound warning control section; A comparison circuit that compares each count value of the starting point counter with the count value of the end point counter, and an output circuit that outputs an alarm control condition to the alarm device based on the comparison result of the comparison circuit, When the count value of the start point counter is greater than the count value of the end point counter, the presence of an up train in the up alarm control section is detected and the alarm issuance condition is output to the alarm, and the count value of the down start point counter is equal to the end point counter. When the count value of the upstream start point counter is equal to the count value of the end point counter, the presence of a down train in the down alarm control section is detected and the alarm issuance condition is output to the alarm. When the count value of the downbound end point counter is greater than the count value of the downbound end point counter, the advance of the upbound train from the upbound warning control section is detected, an alarm stop condition is output to the alarm, and the count value of the downbound start point counter and the end point counter are When the count value is equal to the count value and the count value of the destination point counter is greater than the count value of the upstream start point counter, the advance of a downbound train from the downbound alarm control section is detected and the alarm stop condition is output to the alarm. , it is possible to reliably issue a warning to all incoming trains in a single-track track section.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing an embodiment of the train presence detection device when the present invention is applied to a double track section, Fig. 2 is a circuit diagram showing the train presence detection device shown in Fig. 1 in more detail, and Fig. 3 1 is a diagram showing the operation state transition of the train presence detection device shown in FIG. 1, FIG. 4 is a diagram showing an embodiment of the train presence detection device when the present invention is applied to a single track section, and FIG. A circuit diagram showing the illustrated train presence detection device in more detail, FIG. 5 is a diagram showing the operational state transition of the embodiment of the train presence detection device when the present invention is applied to a single track section, and FIG. 7 is a double track track diagram. Figure 8 is a diagram showing the configuration, circuit, and operation of a conventional level crossing warning device in a single track section. Figure 9 is a diagram showing the configuration, circuit, and operation of a conventional level crossing warning device in a single track section. It is a figure showing a relationship. l...Starting point level crossing controller, 2...Starting point counter, 3...Comparison circuit, 4...
・End point level crossing controller, 5... Counter for end point, 6... Output circuit, 11... Upward starting point level crossing controller, 12... Upward starting point counter, 13.13x, 13y... Comparison circuit, 14.
...Downward starting point level crossing controller, 15... Counter for downhill starting point, 16... End point level crossing controller, 17... Counter for ending point, 18...
... i6 circuit, 19.21.23 ... buffer circuit, 2o, 22.24, 27, 28.30 ... AND circuit, 25.26 ... inverter , 29・
...-Nand circuit, Ad-...down starting point,
AdR・・・・・・Descent starting point level crossing controller relay, AR
...Starting point level crossing controller relay, Au...
- Upward starting point, AuR... Upward starting point level crossing controller relay, B... Ending point, BR... Ending point level crossing controller relay, F...・Level crossing, L. Ll, L*---Alarm control section (long), M...
...Closed section (long), R...Alarm control relay, S. s', s-... Traffic light, T... Tracking relay, TD... Down tracking relay, TU...
...Uplink tracking relay, x, x, , x, , x3. y...
... Train, α ... Starting point count value, β ...
・Ending point count value, γ... Upward start point count value, δ
・・・－・・・Downward starting point count value, a, b, c...
・Train capture signal input. Patent applicant Kyushu Railway Company Toho Electric Industry Co., Ltd.

Claims (2)

[Claims] (1) A train presence detection device applied to a double-track track section, which includes a starting point counter that counts train capture signals detected at the starting point of the alarm control section, and a train capture signal detected at the end point of the alarm control section. a terminal point counter that counts train capture signals; a comparison circuit that compares the counted value of the starting point counter and the counted value of the final point counter;
A train presence detection device comprising an output circuit that outputs alarm control conditions to an alarm device based on a comparison result of the comparison circuit. (2) A train presence detection device applied to a single-track track section, comprising an upstream starting point counter that counts train capture signals detected at an upstream starting point in an upstream warning control section;
A terminal point counter that counts the train capture signals detected at the common terminal point of the up and down warning control sections, and a downhill starting point counter that counts the train capture signals detected at the downbound starting point of the downbound warning control section. and a comparison circuit that compares each count value of the upstream start point counter and the downstream start point counter with the count value of the end point counter,
A train presence detection device comprising: an output circuit that outputs alarm control conditions to an alarm according to a comparison result of the comparison circuit.